If I’m being honest, this probably all could have been avoided, had patience and modesty been present. Instead there was just a burning hunger for that infinitely primal desire that resonates with every conscious being: More power.
If you’re like most of us here at GMAuthority, then you understand the immediate rush from pushing the gas pedal to the floor and feeling the force press you back into your seat. It’s an unbeatable instant high, and easy to get a sting of excitement just thinking about it. If going to the track or just getting in to a “fast” car gives you the same sort of excitement you would get as a kid on Christmas morning, then you get it.
You see, I had just learned that a Lexus IS-F was being sold by my girlfriend’s grandfather, and for a very sound price. My youthful impulsivity pushed me to find out just how impossible it would be for me to pay for such a car. I was smart enough to know I shouldn’t buy it even if I could, but that didn’t make it any less desirable. I spent a lot of time researching the specifications and what owners had to say about the car, as if I might actually buy it. Like most consumers, I was caught up in the figures.
The 5.0 liter V8 under the hood of the IS-F makes 416 horsepower and 371 lb-ft of torque. With a 0 to 60 of 4.2 seconds, a 0 to 100 of 9.8 seconds, and the ability to run the quarter-mile in 12.7 seconds, I was infatuated. I was also making payments on my 2008 Saab 9-3 Aero, which is powered by a spunky 2.8L turbocharged V6. Eventually I got the idea that I would just make my Saab as powerful as the IS-F. I had modified a Chevrolet Cobalt SS, which is almost the same thing, so how hard could it be, right?
I had my eyes set on the Stage 5 package from JZW Tuning, a popular company in the Saab community. The kit included tuning hardware and software, injectors, and a rebuilt factory turbocharger that had been upgraded to a 19T. The estimated power output for the package is 415 bhp and 532 ft-lbs… just 1 pony less than the IS-F, and about 150 more lb-ft of torque.
The revelation was made about a year ago, and at the end of June 2016 my Saab went under the knife for a substantial overhaul. We’re now nearing November, and the Saab is still under. We’ve decided to share this sob story with you, the reader, and will cover all of the details in a series of installments under the title ‘Saab Story’. In the next installment you’ll find out more specifics of the kit and other components like the twin-disk clutch, see more photos, and hear more about some of the hiccups along the way, so stay tuned.
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Horsepower and grip take the win.
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Unless you have XWD, get ready for torque steer.
A Cobalt SS and a 9-3 are considerably different. The 9-3 has much more room under the hood, and is heavier. But it has much less community on the suspension and other bits.
Good luck. That 2.8L V6 is rather under appreciated, most don't know Epsilon I ever hit 300 hp.
"The 9-3 has much more room under the hood," I'll have to disagree here. Both my LNF sedan and previous LSJ have tons of more open space compared to the 2.8, which I would call a cramped engine bay.
No XWD here. Almost ended up doing this to a Turbo X, but that didn't work out, unfortunately. I've got my experience with torque steer, lol.
Note I didn't say "open space" - the reason there is less open space on the 9-3 is that Epsilon I really was never meant to be turbocharged. The Saab 2.8T was a complete afterthought.
But there is a lot more room under the hood if you can move stuff around. This is how a Viper V10 fits into a 9-3... good luck with that on a Cobalt.
Ahh - my mistake, I misread. Yes, and I'm sure glad those engineers took the time to rework GM's V6.
The only successful RWD Cobalt I've seen is that 'Gobalt' build with the LS2.
It will be interesting as I see these projects daily and some folks do well and others fail with projects they should have left in their head.
I will read with interest to see just where this one goes.
We often see a string or common mistakes makes by customers that lead to heart ache and projects left unfinished for sale and just unreliably derivable. I hope this is a lesson that will show how to avoid these?
These are deals where you need to make sure you know how to swim before you jump into the deep end of the pool. Also it is about being willing to make sure you are willing to deal with the mistakes or problems that always come up even if you are prepared.
Modifications today are not for the weak of wallet or knowledge but they can be quite rewarding if you get them right.
I replaced the clutch along with a hoard of other things on the LSJ Cobalt SS I had a few years ago. I also lent my buddy a hand when he replaced the clutch on a 2.0 9-3 he had. This engine bay is much more cramped than those cars, but the procedure is fairly similar. FWD clutch replacement isn't exactly fun - worse with a transverse V6.
As you'll see in the next installment, there was a quite a bit done at once and I expected hiccups. This is part of the "dealing with problems that always come up even if you are prepared" phase, if you will.
I will say, though, sometimes jumping into the deep water is the best way to learn how to swim. That's pretty much what I did with the first clutch replacement a few years back, and it worked out (lucky for me). To be honest, it was more like being pushed into the deep end, with a 'sink or swim' sort of deal.
Jumping in the deep end is like rolling dice. Some folks get away with it and some fail miserably.
Now working with a buddy and helping is often good if they know what they are doing as hands on is a good way to learn from someone in the know. Also if they screw up it is not your car LOL!.
I see total clusters way too often where people tear into new cars of today and have no clue and did little to no research into what they were doing. With the web today it is so easy to get good info and at least have a clue what they are getting into.
Even the odd things can be found many times and you can learn from others mistakes too.
Even when I get into an odd project I do a search and often get to learn about what I am doing before I get stuck with a car that will not run or can not be driven.
One thing I see a lot of today is old timers who really know their stuff. They are changing cams and they did not keep up on the oils of today. They are wiping flat tappet cams in break in because they did not know the Zink is gone from oil today. They have learned the hard and expensive way for not reading up on what is going on.
The performance or just even being a stock tech Is a never ending deal anymore as so much is changing and changing fast.
When it comes to engine builds I recommend many people to see what some have done in many publications. Often these are like a recipe for cookies and they detail all that was done and give the full results.
Also with todays cars you build a engine then the Clutch is next, then the rear end goes and finally the drive shaft and tranny, So many parts are limited and you have to build them up in some applications as the weak link is always the next to go.
If I had a dollar for every guy with a Fox Body Mustang that put a heavier clutch in and then wiped it out as he broke the factory quad adjuster that was made of nylon. They failed to learn of the $60 part that cost them the new expensive clutch and then they had to buy a new one.
While you may like living on the edge of the deep end I just can't afford to live like that. Minimizing risk gives all that do over money for more new parts you did not already buy.
I agree with most of your points, but there's a difference between jumping without looking where you are going and aiming for a spot away from the rocks (if this pool happens to have jagged rocks near the wall, for some reason).
Forums are helpful to an extent, and I scope the WIS before I go in and do something. Like you said, things can still happen even if you are prepared. My use of "jumping in the deep water" was a reflection of a lack of experience more than anything. I've done work, but I am no mechanic.
Lack of experience is not the trouble I speak of. It is the lack of knowledge that is the project killer or what cases people to spend the same amount three time to accomplish a change.
It is not the rocks you see but the ones under the surface that you did not look for that will break your neck.
A little research and self education saves a lot of grief.
You appear to have the right mind set. The lack of kowledge is the killer not experience.
I am on the same quest. I have VTUNER Stage 0 (400 ft pounds of torque), and it's a hoot. Torque steer is a bit unruly at times.
I've done fast and FWD....don't do it. I'm not saying don't modify it, but past a mid 13 second car....ehh, go rwd or awd.
I do like the 9-3 Aero, more so the 2007s, it's just too bad awd didn't start until 2008.
I suggest you install a Wavetrac or Quaife LSD to counter the torque steer.